Automatic stop for railway-vehicles



J. KISS.

AUTOMATIC STOP FOR RAILWAY VEHICLES.

APPLICATlON FILED NOV. 4.1919.

Patented Feb. 17,1920.

2 SHEET$-SHEET I- J. KISS.

AUTOMATIC STOP FOR RAILWAY VEHICLES.

APPLICATION FILED NOV- 4| 1919- 1,331,1570

Patented Feb. 17,1920.

2 SHEETSSHEET 2.

UNITED STATES PATENT omnon JOSEPH KISS, 0F MILWAUKEE, WISCONSIN, ASSIGNOR OF ONE-HALF T0 JAMES R. MGGEE, OF MILWAUKEE, WISCONSIN.

AUTOMATIC STOP FOR RAILWAY-VEHICLES.

Specification of Letters Patent.

Patented Feb. 1'7, 1920.

Application filed November 4, 1919. Serial No. 335,608.

To all whom it may concern.

Be it known that I, Josnri-r KISS, a citizen of the United States, and resident of Milwaukee, in the county of Milwaukee and State of Wisconsin, have invented certain new and useful Improvements in Automatic Stops for Railway-Vehicles; and I do hereby declare that the following is a full, clear, and exact description thereof;

My invention relates to new and useful improvements in'devices for preventing collision between a pair of vehicles on a trackway under the various conditions of head on or rear end approach which may be encountered at any place along the trackway, the device being more particularly of that type comprising trip members disposed along the trackway for engagement with the operating members of train carried stopping mechanisms, the trip members being actuated through the medium of electric circuits closed by the entrance of the trains or vehicles into certain block sections of the trackway, thus providing for automatic stoppage of the trains or vehicles upon their movement to mutual proximity which would involve any danger of collision.

It is in general the object of my invention to simplify and otherwise improve the structure and to increase the efficiency and reliability of operation of devices of this character.

It is more particularly my object to provide a train carried mechanism operable by a trip member disposed along the track for closing the throttle or other control member of the train or vehicle and for applying the brakes automatically, and in such manner as to prevent subsequent actuation of the throttle or control member by the engineer or other operator until the train carried stop mechanism has been reset to permit the normal manual control operation.

A furtherobject resides in the provision of electric 'means for operating the track carried trip members upon closure by a pair of vehicles of circuits including the rails of a pair of adjacent block sections of the railway, said trip operating means being With the above and other objects and advantages in view, which will be apparent as the description proceeds, my invention resides in the novel features of construction, combination and arrangement of parts,

which will be hereinafter more particularly described and defined by the appended 'to stop a pair of trains or other vehicles upon their movement into adjacent trackway sections or blocks;

Referring now more particularly to the accompanying drawings, 5 designates conventionally the steam dome of a railway locomotive, and 6 designates the usual steam duct extending therefrom for communication with the steam chest of the locomotive drive gear, passage of steam into this duct being controlled by a throttle valve 7 having a depending stem 8 which is pivoted to an angle lever 9, this lever being resiliently urged to valve closing position by a spring 10 connected therewith. This lever carries a lateral pin 11 which is engageable in a recess formed in the under portion of the headed end of a link 12 which is connected with the usual throttle lever 13 adapted for manual operation in the usual manner by the engineer to control the propulsion of the locomotive. 14L designates certain of the wheels of the locomotive which are. disposed upon the rails 15 and 16 of the trackway -and which are engageable by brakes carried by levers 17 operable by the usual mechanism including a compressedair cylinder 18 which is adapted to be supplied with air from a storage tank 19 by suitable manual valve control of the engineer or other operator. i

My improved automatic stopping mechanism includes valve means interposed betweenthe air supply tank 19 and the manual valve control whereby when the stop mechanism is actuated the brakes will be set of the casing to the manual valve 20.

and the manual control will be simultaneously rendered inoperative. Thus, 1n addition to the usual manual valve 20, I provide a second valve structure including a casing 21 having a valve member 22 rotatable therein and carrying radial pro]ections 23 adapted to close off opposite sides of the casing. A pipe 24L extends from the storage supply tank 19 to this casing and a pipe 25 extends from an adjacent portiop r pipe 26 extends from the manual valve 20 to the casing and a fourth pipe 27 extends from a portion of the casing adjacent the pipe 26, to the brake actuating cylinder 18.

- The valve member 22 is normally disposed so that the pairs of pipes 2425 and 2627 are in communication through the casing, the valve member being held in this position by a pawl 28 carried on a rock arm 29 depending from one of the pintles of the valve .member, said pawl'being engageable selectively in notches of a segment member 30 carried by the valve casing, and the pawl is beveled to procure its retraction from the recesses of the segment when rocking movement is imparted to the arm 29.. Upon rocking the arm 29, the valve member 22 may be shifted to close off communication between the pipes 24 and 25 and to place pipes 24 and 27 in direct communication, thus pro viding a brake applying air pressure for the cylinder 18 and rendering the manual brake valve 20 Wholly inoperative until the valve member has been reset to its initially described position.

The rock arm 29 preferably the engine structure adjacent the trackway, and it is engageable by any one of a series of trip crank portions 31 carried by shafts 32 journaled transversely of the trackway, said, shafts being connected with suitable operating mechanism controlled by circuits adapted to be closed by the train upon entering a' certain block under conditions which will be later described.

For closing the throttle valve 7 simultaneously upon setting the brakes, one of the pintles of the valve member 22 carries a crank arm 33 which is connected by a link 34 with-a'lever 35 intermediately pivoted adjacent the throttle operating link 12, one end of this lever 35 being tubular in shape and loosely receiving an angle arm 36 carried by the link 12, whereby in the normal operation of the throttle structure the arm 36 will slide in the end of the lever. When the stop 'valve 22 is operated by the trip member, the lever 35 will be rocked to raise the throttle link 12 by its arm 36 and thus its --';ati vef'with respect to. the engineer. 3

depends from Entering now into a description of the electric current circuits to actuate the trip members, as shown in Fig. 2, it is noted that the rails 15 and 16 of the trackway are divided into a series of sections A, B and C, etc., respectively, the rail sections being mutually insulated whereby entrance of a train or vehicle into a particular block or section may close an electric circuit across the rails of that section.

I provide a pair of current supplying line wires 37 and 38 respectively extending throughout the trackway, and for convenience in illustrating the circuit I also show a pair of track-circuit line wires 39 and 40 respectively, it being appreciated that the wiring arrangement may be varied in any manner to procure the various features which procure the essential operation of my system. The circuit arrangements of the alternate sections are similar in nature to procure a uniform operation throughout the entire trackway. Thus, the circuit arrangements of the sections A and C are similarto each other and the circuit arrangement of the section B cooperating therewith is similar to the circuit arrangement of the sections outwardly contiguous to the sections A and C.

The sections A and C are provided with cross rail circuits each including a wire 41 connected with the rail 15 and a wire 4-2 connected with the rail 16, the wire 11 extending to a magnet 43 adapted to close a normally open switch 41 1 upon completing a circuit across the rails, batteries 45 being connected with the wire 42 and with the magnet although it will be appreciated that this circuit may be supplied with current from the main line wires 373S. At each of the stations A and C a wire 46 extends from the main line wire 37 to'the track circuit line 39 and a wire 47 extends from the main line wire to the switch 44. The wire 48 extends from the switch 44 to a normally closed switch 49 which is in turn connected by a wire 50 with the other track circuit line wire 40. At each of the stations A and C, a series of magnets 52 are disposed in the line 40, having their armatures connected by suitable lever mechanisms 53 with the trip member shafts 32, and although it will be appreciated that I have shown only two trip members for each block, any suitable number of trip members may be threaded in the block.

In the block or rail section B, a wire 5& extends from the rail 16 to the line wire 40 and a wire 55 extends from the rail 15 to the line wire 40. A series of magnets 57 are disposed in the line 54 for actuating the trip members of the section B..

Tracing now the operation of these circuits and assuming that a train has'entered the block A while a. second train is disposed in the block B, it is noted that a circuit will be closed through and across the rails and through the wires 41 and 42 and magnet 43, thus closing the switch 44. Current will then pass from the supply line 37 through the wire 46 through the line 39, from thence through the wire 55 and through the wheels and axle of the vehicle across the rails of the section B to the wire 54, passing through said magnets to the line 40 and through said line 40 and the magnets 52 disposed therein to the line 50 and through said line through the normally closed switch 49, wire 48, switch a4 and wire 47 to the line wire 38. The trip members 32 of both the sections A and B will be thus actuated by their respective magnets 52 and 57, to stop the trains, or which ever train is in motion in the blocks A and B. When a single train bridges a pair of sections, means is provided for rendering the trip actuating circuits inoperative with respect to the circuit closing action of said single train, this means comprising a bridge circuit formed by a wire 58 extending from the line 37 to one end of a rail of each section and a wire 59 extending from the adjacent end of a rail of a contiguous section to a magnet 60 adapted to open the switch 49, the circuit being completed by a wire 61 extending from the magnet to the line wire 38.

While I have shown and described a preerred embodiment of my invention, it will be appreciated that various changes and modifications of structure may be employed to meet differing conditions of use and manufacture, without departing in any mannerfrom the spirit of my invention.

What is claimed is:

1. In an automatic train stop device the combination with a throttle valve and a main throttle lever of means normally urging said valve to closing position, a connection between the throttle valve and throttle lever, and means operable by a track carried projection for releasing said connection.

2. In an automatic train stop device the combination with a throttle valve and a main throttle lever of a second lever connected with said throttle valve, means connected with the lever for constantly urging the throttle valve to closing position, a detachable link connection between the main throttle lever and said second lever and means operable by a track carried projection for releasing said detachable connection.

3. In an automatic train stop device the combination with a throttle valve and a main throttle lever of a second lever con nected with said throttle valve, means connected with the lever for constantly urging the throttle valve to closing position, a projection on said second lever, a link pivoted to the main throttle lever and provided with a recess normally receiving said projection and means operable by a track carried projection for shifting the link to disengage said projection from said recess.

4. In an automatic train stop device the combination with a throttle valve and a main throttle lever of a second lever connected with said throttle valve, means connected with the lever for constantly urging the throttle valve to closing position, a projection on said second lever, a link pivoted to the main throttle lever and provided with a recess normally receiving said projection, a third lever provided with a tubular portion, an angular arm on the link slidable in said tubular portion and means operable by a track carried projection for shifting the link in a direction transversely to its normal direction of movement to disengage said projection from said recess of the link.

5. In an automatic train stop device, the combination with a control member and an actuating member therefor, of a detachable connection between said members, means constantly urging said control member to shut-oif position and means operable by a track carried projection for releasing said detachable connection.

In testimony that I claim the foregoing I have hereunto set my hand at Milwaukee, in the county of Milwaukee and State of Wisconsin.

JOSEPH KISS. 

